Background
The accident airplane, a Piper PA-30 (registration N8734Y), was owned and operated by a private individual. It had been parked outside at Douglas Municipal Airport (DQH) and not flown for approximately one year. An annual inspection was completed on July 7, 2010, but a subsequent test flight on July 25 revealed that the left engine was "missing." Maintenance was performed, including flushing the fuel tanks and cleaning the fuel lines to each respective flow divider. On the day of the accident, the pilot intended to fly the airplane to Florida for sale.
Preflight and Ground Runs
During the preflight inspection, the pilot observed water in the airplane's main fuel tanks and debris in the right wingtip fuel tank. Two ground runs were conducted, during which both engines experienced periods of rough operation and unidentifiable debris was found in the fuel injectors. A third ground run was performed without any anomalies, and the pilot decided to conduct a test flight in the airport traffic pattern.
Accident Flight
The pilot attempted to depart from runway 22, which was 6,000 feet long and 100 feet wide, asphalt. During the takeoff roll, the right engine's digital rpm gauge exceeded the redline. The pilot adjusted the engine power and continued the takeoff. After liftoff, as the airplane was accelerating in ground effect, the left engine began to run rough. Believing there was insufficient runway remaining to stop, the pilot attempted to climb. However, the airplane began to settle and slowly yaw to the left. It subsequently impacted trees and came to rest approximately one-quarter mile southwest of the airport. The airplane sustained substantial damage to both wings, the fuselage, and the empennage.
Investigation
The airplane was equipped with two Lycoming IO-360-C1C engines. Due to the position of the wreckage, examination at the accident site was not possible. A subsequent examination by representatives of the airframe and engine manufacturers, under the supervision of an FAA inspector, revealed water and corrosion in the fuel distribution system. Water was present in both main fuel tank strainers and the left engine fuel injector. Fuel drained by recovery personnel contained water and unidentified debris. No other anomalies that would have prevented normal engine operation were noted.
According to fuel records, the airplane was "topped off" with 30 gallons of 100-low-lead aviation gasoline on the morning of the accident. Three other airplanes were refueled the day before, and one after the accident airplane; the airport manager contacted their owners or pilots, who reported no fuel-related problems.
Pilot Information
The pilot held an airline transport pilot certificate and reported 3,465 total flight hours, including 3,297 hours in rotorcraft, 141 hours in single-engine airplanes, and 22 hours in multiengine airplanes. He had no previous experience in the same make and model as the accident airplane beyond the test flight performed in July and the accident flight.